Means for reducing friction between sides of ships and water



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MEANS FOR REDUCING FRICTION BETWEEN SIDES 0P SHIPS AND WATER. No; 532,220. Patented Jan. 8, 1895.

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MEANS FOR REDUCING FRICTION BETWEEN SIDES OP SHIPS AND WATER.

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N0. 532,220. Patented Jan. 8, 1895.

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(No Model.) 5 Sheets-Sheet 5. J. THOMAS. MEANS FOR REDUCING ERIGTION'BETWEEN SIDES 0F SHIPS AND WATER.

' No. 532,220. Patented Jan. 8, 1895.

UNITED STATES PATENT OFFIC JOHN THOMAS, OF PHILADELPHIA, PENNSYLVANIA.

MEANS FOR REDUCING FRICTION BETWEEN SIDES 0E SHIPS AND WATER.

SPECIFICATION forming part of Letters Patent No. 532,220, dated January 8,1895.

Application filed January 5, 1894. Serial No. 495,784. (No model.)

T0 at whom it may concern.-

Be it known that I, JOHN THOMAS, a subject of the Queen of England, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Means for Reducing Friction Between the Sides of a Ship and the Water,'of which the following is a specification, reference being had therein certain amount of power required for the propelling of a steam ship through the water at a moderate speed, a largely augmented power is required to accomplish a slightly increased speed. The reason for this largely increased power is thefriction between the sides of the ship and the water. This friction ofthe water pressing against the sides of the ship, carries the water forward with the ship, but at a slower rate of speed. To illustrate more specifically, experiments have demonstrated that with a ship going twenty miles an hour, two feet from the ship the water is going ten miles an hour; four feet from the ship the water is moving two miles per hour; nine feet from the ship one mile per hour and so on in diminished ratio until at a sufficient distance from the ship the water is undisturbed by its movements. The specific object of my invention is to relieve the ship of a portion of this friction and the suction following in its wake and thereby gain increased speed with the same development of power.

I accomplish the objects of my invention by providing a longitudinally moving plate or series of plates. These plates move in the direction opposite to that of the ship and intervene between the sideplates of the ship and the water proper. There are two'sets of plates, one on either side of the ship. v They are preferably operated by a sprocket wheel, one wheel being preferably used for each plate. The sprockets are held in position by bearings which bearings are fixed to the body of the ship. The horizontally longitudinal lines or contour of the ship are so changed that the wheels themselves present no abnormal resistance to its passage through the water. The sprocket wheels, and therefore the plates, are operated by a mechanism connected with the propeller shaft of the ship, and the wheels are held together by a series of universal joints, one joint between each two sprocket wheels as will be hereinafter more specifically described.

In the drawings like parts are referred to by marks or figures of a corresponding kind in the different views.

Figure 1 is a part side elevation of the rearward or aft portion of a ship having my improvement, and a part longitudinal vertical section through the engines and boilers, showing the connection of the former with the propeller shaft. Fig. 2 is a horizontal sectional plan of the forward and aft end. of a ship having myimprovement and showing one method of connecting the primary or driving sprocket wheel with the propeller shaft. The idler sprocket wheel and the sprocket for turning the plate, with its idler, in the forward part of the ship are also shown in this view. Fig. 3 is a part forward elevation of a ship, having my improvement and part section on the line a; m of Fig. 2. The sprocket wheels are however shown in elevation. The friction rollers supporting the plates are shown in elevation in'this view beyond the section line. Fig. 4 is an enlarged side elevation of the plates with their joints. Fig. 5 is a plan view of one of the sprocket wheels. Fig. 6 is a side elevation of one of the sprocket wheels. The universal joint which operates each successive wheel is also shown in, elevation in this.

figure. Fig. 7 is an end view of the universal joint.

.9 and 10 are diagrams illustrative of the prin ciple involved in my invention.

Fig. 8 is a longitudinal section of one of the friction rollers which support the 1 is the propeller. 2 is the propeller shaft to which the propeller is secured. 3, 3, 3 are the engine cylinders operating the pistons which drive the propeller shaft. 3' is the thrust block for supporting the end of the propeller shaft. 3 3 3 3 are the foundation supports for the engines, 8210. 3 are the furnaces and 3 is the steam pipe supplying the engine cylinders with steam.

Further reference to the well known features of a steam ship is not thought necessary here as they bear no relation to my invention.

In Figs. 1 and 2 I show abevel wheel actuated connecting mechanism between the pro peller shaft and the primary sprocket wheel for operating my plates. In Fig. 3 I show a part bevel wheel and part belt connecting mechanism for the same purpose. The specific form of connecting mechanism for this purpose is not material to my invention, as I do not confine myself to either of those illustrated, or to any other form of special mechanism for the performance of this function.

Referring now to Figs. 1 and 2, 7 is the actuating primary spur bevel gear fixed to the propeller shaft 2. Through the intermediates 5, 6 and 6 it operates the primary sprocket wheel 8. This sprocket wheel can be of any specific construction consistent with the proper strength and of a shape suitable for the performance of its function. It is best illustrated in Figs.5 and 6, where it is shown to consist of peripheral flat plates supported on a series of radial arms 10, they being held by a central stem or shaft 10 through an integral suitable collar 10. The outer face of the plates 10 present an angular line to each other. On the apex of the angle thus formed is fixed in a strong and substantial manner a pin 5 There is a series of these pins in the Wheel and they constitute the sprocket pins, of the Wheel one pin being on the apex of the angle formed between all adjacent plates. The function of these pins 5 is to engage in the hole 19 Fig. 4 of the plates 12, 12, &c., and therefore as the sprocket wheel, shown in Fig. 5, is rotated the plates 12, 12 will be actuated. In Figs. 5 and 6 the plates forming the sides of the sprocket wheel are shown as having a greater vertical length than horizontal and in Fig. i the plates 12 are shown, as having a greater horizontal length than vertical width. These plates are thus shown to represent two extremes of shape, but in practice, it must be clearly understood that the pitch of the pins 5 on the sprocket wheels 10 Fig. 5, and 8, 9, 10 and 11 Figs. 3 and 2 must correspond to the distance between the holes 19 and 19 of the united plates 12 as shown in Figs. 1 and 4. When these plates 12, 12 as shown in Figs. 1 and 4: are united they become in efiect a sprocket chain, endless and continuous. 8 is the primary sprocket wheel communicating motion to its chain. 9 is the idler sprocket 10, the turning sprocket wheel and 11 its idler. There is a series of these wheels, as shown in Fig. 3 and, as there is one chain for each series of wheels, it follows there is also a series of chains or plates.

In Fig. 3 is shown the vertical position these Wheels occupy with respect to each other. Now the sides of a ship do not form a straight vertical line. as is well known, and, therefore, it is necessary to change the angle of each plate to a different degree. The difference in this inclination will be regulated or determined by the vertical curvature of the ships sides; but whatever is the inclination of the plate the axes of the sprocket which actuates it must be parallel thereto, in order that the longitudinally moving plate 12 will properly hug the side 10 of the sprocket wheels 10. Both the sprockets 8 and 10 and their idlers 9 and 11 must be constructed and positioned in accord with this law.

Between each of the central rods or stems 10 which support the wheels 10, 11, 8 and 9 is a universal joint shown in detail only in Figs. 6 and 7. These joints permit of the shafts rotating at the necessary angles to each other. This joint consists of a pin rigidly fixed to the driving shaft 10 of the wheel which this shaft supports. The arm of the follower has a forked head 22, 22 and these forks are provided with slots 21, in which slots the aforementioned pin 20 plays. This construction admits of the shaft 25, which the shaft 10 actuates, occupying a varying angle in its relation to the said shaft 10 The dotted lines W, W indicate the variable angular position of these two shafts. The lower end of the shaft 25 is fixed to the shaft it actuates in the same way that the shaft 10 is fixed to the shaft 25. 25 then becomes the driver and its follower is the one it actuates. In this Way the entire series of sprocket wheels are driven by one prime mover. This prime mover is the bevel gear 5, shown in dotted lines, Fig. 1. The sprocket wheels 8 and 10 shown in Fig.2 are the same in construction as are their connections just described; and the idler sprocket wheels 9 and 11 are also the same in construction and further description therefore is not thought necessary.

The plates 12, 12, Figs. 1 and 4. consist of flat sheets of steel or wrought iron of moderate gage having a partially semicircular notch 19, shown in Fig. 4. When two of these plates are brought together these semicircular notches form a hole, which hole is engaged by the pins 5 on the sprocket wheel aforementioned. These plates are held together by a male and female joint plate, shown respectively at 17 and 16, and these joint plates are held together by a rivet 18. Being thus joined the plates are permitted to hug the faces of the sprocket wheel and idler previously described.

The arrow A in Fig. 2 indicates the direction in which the ship is moving. The mechanical connections between the propeller shaft and the primary series of sprockets 8 are so arranged that when the ship moves forward this sprocket wheel will rotate and therefore move the plate in the direction of the arrow 0, Fig. 2. Now as this plate or the entire series of plates are in direct-contact with the water and intervene between the side of the ship and the water proper friction against the side of the ship will be largely reduced.

The mechanism for actuating the primary sprocket 8 should be so adjusted as to time and speed that the plates 12 will move about as fast as the ship is moving forward. The efiect of this will be that any molecule of water in physical contact with such moving plate will not have its position materially disturbed and will not be forced forward to the same degree as it would be if this same molecule of water were in direct contact with the side of the ship I thus minimize friction against the side of the ship, save fuel and gain speed.

Figs. 9 and 10 are two diagrammatical illustrations of the principle involved in my invention. In Fig. 9 mo represents a molecule of water. Now while the ship moves from the position indicated by the dotted line 19 to the dotted line p, the plate 12 moves from the position indicated by the dotted line 0 to the place indicated by m0, and as the distance from the line p to the line p is equal to the distance from the line m0 to the line 0 the molecule indicated by the line mo will theoretically not have moved its position, and practically have moved it but a little. It must of course be understood that in speaking of a molecule of water it is considered in a purely representative capacity, for what is true of one molecule is true of all the body of water in contact with the moving plates on either side of the vessel.

Fig. 10 isa diagram illustrating the action of the water when a ship is moving therein not having my improvement applied. In this diagram when the ship is moved from p to p the molecule is driven from 12 to 12 and the dotted diverging lines indicate the manner in which the water is carried forward. It is hardly necessary to observe that the arrow 0 in Fig. 9 indicates the direction in which the ship moves and the arrow 0' the direction in which the outer plates move.

In Fig. 2 is shown at 12 and 13 respectively how the plates forming the sides of the vessel proper are shaped in horizontal sectional plan, they being made to conform to the requirements of sprocket Wheels fore and aft of the ship.

The plates 12, 12 are held in position by a series of friction rollers 14, 14, 14, 14, 14, 14, &c., shown in Figs. 1 and 3, and illustrated in an enlarged view in Fig. 8. In this figure 14' is the pin or rivet and 14 the friction roller. The friction roller runs freely on the pin 14' 7 but is riveted to the ship plate in a water tight manner. 12 and 13 of this figure are the outer and inner moving or positioned plates.

I do not limit myself to the mere specific details of construction asI could modify them in various Ways without departing from the spirit of my invention.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. A vessel provided with a friction reducing means, consisting of a series of interlinked metallic sections disposed in lateral longitudinal series on both sides of the ship, and a series of plate supporting friction rollers arranged longitudinally in lateral rows.

2. Avessel provided with a friction reducing means, consisting of a series of interlinked metallic sections disposed in lateral longitudinal series on both sides of the ship, means for maintaining said plates in a parallel position and means for operating said plates,connected with the motive power of the ship in .a direction contrary to the motion of the ship.

3. Avessel provided with a friction reducing means consisting of a series of interlinked metallic sections, disposed in lateral longitudinal series on both sides of the ship, a series of sprocket wheels arranged at both ends of the ship, one set of wheels for each plate and each individual set arranged to support and actuate its respective plate, substantially as described for the purpose set forth.

4. The combination in a vessel provided with a friction reducing means of a series of interlinked metallic sections disposed in lateral longitudinal series on both sides of the ship, means for supporting said plates in a parallel position means for actuating said plates consisting of a series of primary operating sprocket wheels for each lateral series of plates and each series arranged on a common rotating support,one operating sprocket wheel for each plate, and a connecting mechanism between the motor of the ship and the said sprocket wheel rotating support.

5. The combination as a means for arresting friction between the water and the sides of a ship, of a propeller shaft, an operating motor mechanism therefor, a series of longitudinally moving plates, composed of interlinked metallic sections and arranged in longitudinal series on both sides of the ship having a motion contrary to that of the ship and arranged to move along the outer side of the lateral ship plates, and a mechanical connection between the propeller shaft and the said plates.

6. The combination as a means for arresting friction between the water and the sides of a ship, of a propeller shaft an operating motor mechanism therefor, aseries of longitudinally moving plates composed of interlinked metallic sections and arranged in parallel longitudinal series on both sides of the ship having a motion contrary to that of the ship and arranged to move along the outer side of the ships lateral plates, means for supporting said plates in a proper normal position, and a mechanical connection between the propeller shaft and said plates whereby on motion being communicated to the propeller shaft the said plates are actuated, substantially as described for the purpose set forth.

7. The combination as a means for arresting friction between the water and the sides of a ship of a series of longitudinally movable sprocket plates said plates composed of interlinked metallic sections and arranged in parallel longitudinal series on both sides of the ship, a series of sprocket wheels for oper- 1 o atin g said plates and means for operating said sprocket wheels connected with the motive power of the ship, substantially as described for the purpose set forth.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN THOMAS.

Witnesses:

H, A. I-IERR, JOSHUA R. MORGAN. 

